Route determination device, vehicle control device, route determination method, and storage medium

ABSTRACT

Provided is a route determination device including a recognition unit that recognizes peripheral circumstances of a host vehicle ( 121 ); and an evaluation unit ( 123 C) that evaluates each of a plurality of routes based on a sum of costs respectively applied to a plurality of edges based on peripheral circumstances of the host vehicle recognized by the recognition unit, and selects one or more routes from the plurality of routes based on an evaluation result. Each of the plurality of routes is generated by joining at least two of a plurality of edges. Each of the plurality of edges is generated by connecting two virtual nodes among a plurality of virtual nodes. The plurality of virtual nodes is located with space in each of a forward moving direction and a road width direction.

BACKGROUND OF THE INVENTION Field of the Invention

The present invention relates to a route determination device, a vehiclecontrol device, a route determination method, and a storage medium.

Description of Related Art

In the related art, Japanese Patent No. 5614055 discloses a drivingsupport device which estimates a future moving state of a moving body onthe periphery of a host vehicle and performs driving support based onthe future moving state. The device includes moving state acquiringmeans for acquiring a current moving state of a moving body, and movingstate estimating means for estimating a presence probabilitydistribution of the moving body after a predetermined time based on acurrent moving state of the moving body acquired by the moving stateacquiring means. The device individually calculates presence probabilityof an obstacle and presence probability of the host vehicle with respectto areas demarcated on a grid, and ultimately performs control includingautomated steering.

SUMMARY OF THE INVENTION

According to the technology in the related art, there may be cases inwhich a computation load is high and a real-time response cannot beperformed in a traveling situation of a vehicle. Since movement of aperipheral object in a traveling situation of a vehicle changes frommoment to moment, it is sometimes desirable to primarily perform acalculation on a broad scale.

The present invention has been made in consideration of suchcircumstances, and an object thereof is to provide a route determinationdevice which is able to determine a route more quickly andappropriately, a vehicle control device, a route determination method,and a storage medium.

A vehicle control system, a vehicle control method, and a storage mediumaccording to the invention employ the following configurations.

(1): There is provided a route determination device including arecognition unit that recognizes peripheral circumstances of a hostvehicle, and an evaluation unit that evaluates each of a plurality ofroutes based on a sum of costs respectively applied to a plurality ofedges based on the peripheral circumstances of the host vehiclerecognized by the recognition unit, and selects one or more routes fromthe plurality of routes based on an evaluation result. Each of theplurality of routes is generated by joining at least two of a pluralityof edges. Each of the plurality of edges is generated by connecting twovirtual nodes among a plurality of virtual nodes. The plurality ofvirtual nodes is located with space in each of a forward movingdirection and a road width direction.

(2): In (1), the recognition unit recognizes a position and a state ofan object on the periphery of the host vehicle. The route determinationdevice further includes an estimation unit that estimates a futureposition of the object based on a position and a state of the objectrecognized by the recognition unit. The evaluation unit applies a costto each of the plurality of edges based on a future position of theobject estimated by the estimation unit.

(3): In (1), the plurality of nodes are located for each lane in theroad width direction.

(4): In (1), the evaluation unit individually evaluates one or moreroutes in which the host vehicle is able to arrive at an target lane ata trailing end of an evaluation section in a case that the target laneat the trailing end of the evaluation section is set.

(5): In (1), the evaluation unit determines that the host vehicle is totravel while following a preceding vehicle in a case that a sum of thecosts of all of the plurality of routes exceeds a criterion.

(6): In (1), the recognition unit recognizes a position of an object onthe periphery of the host vehicle. The evaluation unit increases a costto be applied to an edge corresponding to another lane on a side towardwhich the object is biased, in a case that the position of the objectrecognized by the recognition unit is biased from a center of a lane.

(7): In (1), the recognition unit recognizes a position and a size of anobject on the periphery of the host vehicle. The evaluation unitincreases a cost to be applied to an edge on the periphery of the objectin a case that the object recognized by the recognition unit is large insize.

(8): In (1), the recognition unit recognizes a direction in which anobject on the periphery of the host vehicle moves. The evaluation unitdetermines a cost to be applied to an edge on the periphery of theobject, based on the direction recognized by the recognition unit.

(9): There is provided a vehicle control device including the inventionof (1), and a driving control unit that controls the host vehicle tomove based on a route selected by the evaluation unit of the routedetermination device.

(10): There is provided a route determination method using a computermounted in a host vehicle, comprising: recognizing peripheralcircumstances of the host vehicle, evaluating each of a plurality ofroutes based on a sum of costs respectively applied to a plurality ofedges based on peripheral circumstances of the host vehicle recognizedby the recognition unit, and selecting one or more routes from theplurality of routes based on an evaluation result. Each of the pluralityof routes is generated by joining at least two of a plurality of edges.Each of the plurality of edges is generated by connecting two virtualnodes among a plurality of virtual nodes. The plurality of virtual nodesis located with space in each of a forward moving direction and a roadwidth direction.

(11): There is provided a non-transitory computer-readable storagemedium which stores a program for causing a computer mounted in a hostvehicle to recognize peripheral circumstances of the host vehicle, toevaluate each of a plurality of routes based on a sum of costsrespectively applied to a plurality of edges based on the peripheralcircumstances of the host vehicle recognized by the recognition unit,and to select one or more routes from the plurality of routes based onan evaluation result. Each of the plurality of routes is generated byjoining at least two of a plurality of edges. Each of the plurality ofedges is generated by connecting two virtual nodes among a plurality ofvirtual nodes. The plurality of virtual nodes is located with space ineach of a forward moving direction and a road width direction.

According to the aspects of the invention, it is possible to determine aroute more quickly and appropriately.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a view of a configuration of a vehicle system utilizing aroute determination device according to an embodiment.

FIG. 2 is a view illustrating a state in which a host vehicle positionrecognition unit recognizes relative position and posture of a hostvehicle with respect to a traveling lane.

FIG. 3 is a view illustrating a state in which an target course isgenerated based on a recommendation lane.

FIG. 4 is a view for describing nodes and edges.

FIG. 5 is a view for describing a technique of setting NG nodes (phase1).

FIG. 6 is a view for describing the technique of setting NG nodes (phase2).

FIG. 7 is a view illustrating an initial state of an edge cost table.

FIG. 8 is a view illustrating a state of a second stage of the edge costtable.

FIG. 9 is a view illustrating a state of a third stage of the edge costtable.

FIG. 10 is a view illustrating a state of a fourth stage of the edgecost table.

FIG. 11 is a view illustrating an example of a route determined when agoal node is set to (16).

FIG. 12 is a view illustrating an example of a curve C generated basedon the route.

FIG. 13 is a view for describing a technique of setting an NG zonerelated to a forward moving direction.

FIG. 14 is a view for describing the technique of setting an NG zonerelated to a road width direction (phase 1).

FIG. 15 is a view illustrating an example of a function c(VW).

FIG. 16 is a view for describing the technique of setting an NG zonerelated to the road width direction (phase 2).

FIG. 17 is a view for describing the technique of setting an NG zonerelated to the road width direction (phase 3).

FIG. 18 is a view for describing the technique of setting an NG zonerelated to the road width direction (phase 4).

FIG. 19 is a view for describing the technique of setting an NG zonerelated to the road width direction (phase 5).

FIG. 20 is a view for describing the technique of setting an NG zonerelated to the road width direction (phase 6).

FIG. 21 is a view for describing a revision of costs in accordance witha positional bias of a peripheral vehicle.

FIG. 22 is a view for describing a revision of positions of nodes inaccordance with the positional bias of the peripheral vehicle.

FIG. 23 is a flowchart illustrating an example of a flow of processingexecuted by an automated drive control unit.

FIG. 24 is a view illustrating a state in which the host vehicle makes alane change to pass a peripheral vehicle ahead (phase 1).

FIG. 25 is a view illustrating a state in which the host vehicle makes alane change to pass the peripheral vehicle ahead (phase 2).

FIG. 26 is a view illustrating a state in which the host vehicle makestwo lane changes to pass a peripheral vehicle ahead (phase 1).

FIG. 27 is a view illustrating a state in which the host vehicle makestwo lane changes to pass the peripheral vehicle ahead (phase 2).

FIG. 28 is a view illustrating a state in which the host vehicle clearsthe way for a peripheral vehicle approaching from behind (phase 1).

FIG. 29 is a view illustrating a state in which the host vehicle clearsthe way for the peripheral vehicle approaching from behind (phase 2).

FIG. 30 is a view illustrating another example of an arrangement ofnodes.

DETAILED DESCRIPTION OF THE INVENTION

Hereinafter, an embodiment of a route determination device, a vehiclecontrol device, a route determination method, and a storage mediumaccording to the present invention will be described with reference tothe drawings.

[Overall Configuration]

A configuration of the present embodiment in which a route determinationdevice is applied to an automated drive vehicle will be described. FIG.1 is a view of a configuration of a vehicle system 1 utilizing a routedetermination device according to the embodiment. The vehicle system 1is mounted in a vehicle, for example, a vehicle having two wheels, threewheels, four wheels, or the like. A driving source thereof is aninternal combustion engine such as a diesel engine or a gasoline engine,an electric motor, or a combination of those. The electric motoroperates using electric power generated by an electric dynamointerlocked with the internal combustion engine or electric powerdischarged by a secondary cell or a fuel cell.

For example, the vehicle system 1 includes a camera 10, a radar device12, a finder 14, an object recognition device 16, a communication device20, a human machine interface (HMI) 30, a navigation device 50, amicro-processing unit (MPU) 60, a vehicle sensor 70, a drive operationpiece 80, an automated drive control unit 100, a traveling driving forceoutput device 200, a brake device 210, and a steering device 220. Thedevices and instruments are connected to one another through a multiplexcommunication line such as a controller area network (CAN) communicationline, a serial communication line, a radio communication network, or thelike. The configuration illustrated in FIG. 1 is merely an example, andparts of the configuration may be omitted, or other configurations maybe added.

For example, the camera 10 is a digital camera utilizing a solid-stateimage sensing device such as a charge coupled device (CCD) or acomplementary metal oxide semiconductor (CMOS). One or a plurality ofcameras 10 are attached in arbitrary locations in a vehicle (which willhereinafter be referred to as a host vehicle M) in which the vehiclesystem 1 is mounted. In a case of capturing an image of an area ahead,the camera 10 is attached to an upper portion of a front windshield, therear surface of a rearview mirror, or the like. For example, the camera10 captures an image of the surroundings of the host vehicle Mperiodically and repetitively. The camera 10 may be a stereo camera.

The radar device 12 detects at least the position (distance and azimuth)of an object by emitting radio waves such as millimeter waves on theperiphery of the host vehicle M and detecting the radio waves (reflectedwaves) reflected by the object. One or a plurality of radar devices 12are attached in arbitrary locations in the host vehicle M. The radardevice 12 may detect the position and the speed of an object by afrequency modulated continuous wave (FM-CW) method.

The finder 14 is light detection and ranging or laser imaging detectionand ranging (LIDAR) measuring scattered light with respect toirradiation light and detecting the distance to a target. One or aplurality of finders 14 are attached in arbitrary locations in the hostvehicle M.

The object recognition device 16 performs sensor fusion processing withrespect to a part or all detection results of the camera 10, the radardevice 12, and the finder 14, thereby recognizing the position, thetype, the speed, and the like of an object. The object recognitiondevice 16 outputs a recognition result to the automated drive controlunit 100.

The communication device 20 communicates with a different vehiclepresent on the periphery of the host vehicle M utilizing, for example, acellular network, a Wi-Fi network, Bluetooth (registered trademark), ora dedicated short range communication (DSRC) or communicates withvarious server devices via a radio base station.

The HMI 30 presents various types of information to an occupant of thehost vehicle M and receives an input operation of the occupant. The HMI30 includes various display devices, a speaker, a buzzer, a touch panel,a switch, keys and the like.

For example, the navigation device 50 includes a global navigationsatellite system (GNSS) receiver 51, a navigation HMI 52, and a routedetermination unit 53 and retains first map information 54 in a storagedevice such as a hard disk drive (HDD) or a flash memory. The GNSSreceiver specifies the position of the host vehicle M based on a signalreceived from a GNSS satellite. The position of the host vehicle M maybe specified or complemented by an inertial navigation system (INS)utilizing an output of the vehicle sensor 70. The navigation HMI 52includes a display device, a speaker, a touch panel, keys, and the like.A part or all of the navigation HMI 52 may be shared by the HMI 30described above. For example, with reference to the first mapinformation 54, the route determination unit 53 determines a route(hereinafter, a route on a map) to a destination input by an occupantusing the navigation HMI 52, from the position of the host vehicle M (oran input arbitrary position) specified by the GNSS receiver 51. Forexample, the first map information 54 is information in which a roadshape is expressed with links indicating a road, and nodes connected bythe links. The first map information 54 may include curvatures, point ofinterest (POI) information, and the like of a road. A route on a mapdetermined by the route determination unit 53 is output to the MPU 60.The navigation device 50 may perform route guidance using the navigationHMI 52 based on a route on a map determined by the route determinationunit 53. For example, the navigation device 50 may be generated by afunction of a terminal device such as a smart phone or a tablet terminalpossessed by a user. The navigation device 50 may transmit a currentposition and a destination to a navigation server via the communicationdevice 20 and may acquire a route on a map sent back from the navigationserver.

For example, the MPU 60 functions as a recommendation lane determinationunit 61 and retains second map information 62 in the storage device suchas an HDD or a flash memory. The recommendation lane determination unit61 divides a route provided from the navigation device 50 into aplurality of blocks (for example, divides a route every 100 m related toa forward moving direction of a vehicle) and determines a recommendationlane for each block with reference to the second map information 62. Therecommendation lane determination unit 61 makes a determination, such asin which lane from the left to travel. When a bifurcated location, amerging location, or the like is present in a route, the recommendationlane determination unit 61 determines a recommendation lane such thatthe host vehicle M can travel along a reasonable route to move ahead ofthe bifurcation.

The second map information 62 is highly precise map information comparedto the first map information 54. For example, the second map information62 includes information of the center of a lane, information of thedemarcation of a lane, and the like. The second map information 62 mayinclude road information, traffic regulation information, addressinformation (address and zip code), facility information, telephonenumber information, and the like. The road information includesinformation indicating the type of a road such as an expressway, a tollroad, a national highway, and a local road; and information such as thenumber of lanes of the road, the width of each lane, the gradient of theroad, the position (three-dimensional coordinates including thelongitude, the latitude, and the height) of the road, the curvature oflane curves, the positions of merging and the bifurcation points of thelanes, signs provided on roads, and the like. The second map information62 may be updated any time through access to a different device usingthe communication device 20.

The vehicle sensor 70 includes a vehicle speed sensor detecting thespeed of the host vehicle M, an acceleration sensor detectingacceleration, a yaw rate sensor detecting an angular speed around avertical axis, an azimuth sensor detecting the direction of the hostvehicle M, and the like.

For example, the drive operation piece 80 includes an accelerator pedal,a brake pedal, a shift lever, a steering wheel, and other operationpieces. A sensor detecting an operation amount or the presence orabsence of an operation is attached to the drive operation piece 80, andthe detection result thereof is output to one or both of the automateddrive control unit 100; and the traveling driving force output device200, the brake device 210, and the steering device 220.

For example, the automated drive control unit 100 includes a firstcontrol unit 120 and a second control unit 140. Each of the firstcontrol unit 120 and the second control unit 140 is realized when aprocessor such as a central processing unit (CPU) executes a program(software). The program may be stored in a storage device such as a harddisk drive (HDD) or a flash memory in advance. The program may be storedin an attachable/detachable storage medium such as a DVD or a CD-ROM andmay be installed in the storage device when a drive device is equippedwith the storage medium. A part or all functional portions of the firstcontrol unit 120 and the second control unit 140 may be realized byhardware (circuit section; including circuitry) such as a large scaleintegration (LSI), an application specific integrated circuit (ASIC),and a field-programmable gate array (FPGA) or may be realized bysoftware and hardware in cooperation. The automated drive control unit100 is an example of the “vehicle control device”.

For example, the first control unit 120 includes an exterior recognitionunit 121, a host vehicle position recognition unit 122, and an actionplan generation unit 123. The exterior recognition unit 121 includes anobject type discrimination unit 121A. The action plan generation unit123 includes an edge postulation unit 123A, a future position estimationunit 123B, and an evaluation unit 123C. A combination of the object typediscrimination unit 121A, the edge postulation unit 123A, the futureposition estimation unit 123B, and the evaluation unit 123C is anexample of the route determination device.

The exterior recognition unit 121 recognizes the state (the position,the speed, the acceleration, and the like) of an object on the peripheryof the host vehicle M based on information input via the objectrecognition device 16 from the camera 10, the radar device 12, and thefinder 14. The position of an object may be indicated with arepresentative point, such as the center of gravity or the corner of theobject. The position of an object may be indicated with an expressedregion. The “state” of an object may include acceleration or jerk of anobject, or an “action state” (for example, whether or not an object ismaking or intends to make a lane change).

The object type discrimination unit 121A of the exterior recognitionunit 121 discriminates the type of an object (a heavy vehicle, a generalvehicle, a truck, a two-wheeled vehicle, a pedestrian, a guardrail, autility pole, a parked vehicle, or the like). For example, the objecttype discrimination unit 121A discriminates the type of an object basedon the size or the shape of the object in an image captured by thecamera 10, received intensity of the radar device 12, and otherinformation.

For example, the host vehicle position recognition unit 122 recognizesthe lane (traveling lane) in which the host vehicle M is traveling, andthe relative position and posture of the host vehicle M with respect tothe traveling lane. For example, the host vehicle position recognitionunit 122 recognizes a traveling lane by comparing the pattern (forexample, a layout of solid lines and dotted lines) of road demarcationlines obtained from the second map information 62, and the pattern ofroad demarcation lines on the periphery of the host vehicle M recognizedfrom an image captured by the camera 10. The position of the hostvehicle M acquired from the navigation device 50 or a processing resultof the INS may be added to this recognition.

For example, the host vehicle position recognition unit 122 recognizesthe position or the posture of the host vehicle M with respect to thetraveling lane. FIG. 2 is a view illustrating a state in which the hostvehicle position recognition unit 122 recognizes relative position andposture of the host vehicle M with respect to a traveling lane L1. Forexample, the host vehicle position recognition unit 122 recognizes anestrangement OS from a center CL of a traveling lane of a referencepoint (for example, the center of gravity) of the host vehicle M, and anangle θ of a line generated by joining the reference points of the hostvehicle M in the forward moving direction with respect to the center CLof the traveling lane, as the relative position and posture of the hostvehicle M with respect to the traveling lane L1. In place thereof, thehost vehicle position recognition unit 122 may recognize the position ofthe reference point of the host vehicle M, and the like with respect toany of side end portions of the traveling lane L1, as a relativeposition of the host vehicle M with respect to the traveling lane. Therelative position of the host vehicle M recognized by the host vehicleposition recognition unit 122 is provided to the recommendation lanedetermination unit 61 and the action plan generation unit 123.

The action plan generation unit 123 determines events which aresequentially executed in automated driving, such that the host vehicle Mtravels in a recommendation lane determined by the recommendation lanedetermination unit 61 and can cope with peripheral circumstances of thehost vehicle M. Examples of the events include a constant-speedtraveling event of traveling in the same traveling lane at a constantspeed, a following traveling event of following a preceding vehicle, apassing event of passing a preceding vehicle, an avoiding event ofavoiding an obstacle, a lane-change event, a merging event, abifurcating event, an emergency stopping event, and a handover event ofending automated driving and switching over to manual driving. Sometimesaction for avoidance is planned based on peripheral circumstances of thehost vehicle M (the presence of a peripheral vehicle or a pedestrian, alane narrowed due to road work, and the like) while the events areexecuted.

The action plan generation unit 123 generates an target course in whichthe host vehicle M will travel in the future, by means of functions ofthe edge postulation unit 123A, the future position estimation unit123B, and the evaluation unit 123C. Each of the functional portions willbe described below in detail. For example, an target course includes aspeed factor. For example, an target course is expressed as a coursegenerated by sequentially arranging spots (course points) at which thehost vehicle M ought to arrive. The course point is a spot which isprovided every predetermined traveling distance and at which the hostvehicle M ought to arrive. Apart from that, an target speed and targetacceleration for each predetermined sampling time (for example,approximately several tenths of a second) are generated as a part of antarget course. The course point may be a position at which the hostvehicle M ought to arrive at the sampling time thereof for eachpredetermined sampling time. In this case, information of the targetspeed or the target acceleration is expressed at intervals of the coursepoints.

FIG. 3 is a view illustrating a state in which an target course isgenerated based on a recommendation lane. As illustrated, therecommendation lane is set to conveniently travel along a route to adestination. When the host vehicle M comes near to a switching spot ofthe recommendation lane at a predetermined distance (which may bedetermined in accordance with the type of event), the action plangeneration unit 123 starts a lane-change event, a bifurcating event, amerging event, or the like. When there is a need to avoid an obstaclewhile each of the events is executed, an avoidance course is generatedas illustrated.

The second control unit 140 includes a traveling control unit 141. Thetraveling control unit 141 controls the traveling driving force outputdevice 200, the brake device 210, and the steering device 220 such thatthe host vehicle M passes through an target course generated by theaction plan generation unit 123, at a scheduled time.

The traveling driving force output device 200 outputs a travelingdriving force (torque) to driving wheels such that a vehicle travels.For example, the traveling driving force output device 200 includes acombination of an internal combustion engine, an electric motor, and agearbox, and an ECU which controls these. The ECU controls theconfiguration described above in accordance with information input fromthe traveling control unit 141 or information input from the driveoperation piece 80.

For example, the brake device 210 includes a brake caliper, a cylinderwhich transfers a hydraulic pressure to the brake caliper, an electricmotor which generates a hydraulic pressure in the cylinder, and a brakeECU. The brake ECU controls the electric motor in accordance withinformation input from the traveling control unit 141 or informationinput from the drive operation piece 80 such that a brake torque inresponse to a braking operation is output to each of wheels. The brakedevice 210 may include, as a back-up, a mechanism for transferring ahydraulic pressure, which is generated by operating the brake pedalincluded in the drive operation piece 80, to the cylinder via a mastercylinder. The brake device 210 is not limited to the configurationdescribed above and may be an electronic control hydraulic brake devicewhich controls an actuator in accordance with information input from thetraveling control unit 141 and transfers a hydraulic pressure of themaster cylinder to the cylinder.

For example, the steering device 220 includes a steering ECU and anelectric motor. For example, the electric motor causes a force to act ona rack-and-pinion mechanism and changes the direction of turning wheels.The steering ECU drives the electric motor in accordance withinformation input from the traveling control unit 141 or informationinput from the drive operation piece 80 and changes the direction of theturning wheels.

[Course Determination Based on Route Analysis]

Hereinafter, an example of a technique of generating an target courseusing the action plan generation unit 123 will be described. Forexample, the technique described below is executed when events which area part of the various events described above have started.

(Node and Edge)

FIG. 4 is a view for describing nodes and edges. First, the edgepostulation unit 123A of the action plan generation unit 123 postulates(sets) a plurality of virtual nodes ND with space in each of a forwardmoving direction S and a road width direction W in a road surface regionwithin a target lane in a section (hereinafter, an evaluation section)A1 which becomes a processing target on a side in the forward movingdirection of the host vehicle M. Moreover, the edge postulation unit123A postulates (sets) edges ED each generated by connecting two nodesND among the plurality of nodes ND. For example, the expression“postulate” denotes setting of coordinate information of the nodes NDand the edges ED to a memory such as a RAM. For example, in computerprocessing, the nodes ND are indicated in xy coordinates, and the edgesED are indicated in xy coordinates or identification information ofnodes on both ends. The evaluation section A1 is a section having a sizesuitable for controlling a vehicle.

For example, the edge postulation unit 123A postulates a plurality ofnodes ND for each predetermined distance related to the forward movingdirection S of the host vehicle M. On the other hand, the edgepostulation unit 123A postulates a plurality of nodes ND for eachdistance at which the host vehicle M arrives for each predeterminedtime, related to the forward moving direction S of the host vehicle M.For example, the edge postulation unit 123A postulates each of aplurality of nodes ND for each lane such that the plurality of nodes NDare positioned at the center of the lane, related to the road widthdirection W. In the description below, sometimes a node ND marked withcircled number 1 in FIG. 4 will be expressed as a node (1), and an edgeED connecting the node (1) and a node (4) will be expressed as an edge(1, 4).

The edge ED may be set between only two adjacent nodes ND related to theforward moving direction S or the road width direction W or may be setbetween two arbitrary nodes ND selected from all of the nodes ND. In thelatter case, an edge between two nodes ND which are not adjacent to eachother is excluded from a plurality of edges configuring a route, bysufficiently increasing a cost (described below). In description below,the technique of the latter case will be employed. FIG. 4 illustrates astraight road for simplifying the description. However, in regard to acurve as well, similar processing can be performed via some transformprocessing.

The future position estimation unit 123B estimates a future position ofan object (particularly, a peripheral vehicle) recognized by theexterior recognition unit 121. For example, the future positionestimation unit 123B estimates a future position of an object, assumingthat the object performs a uniform speed motion. In place thereof, thefuture position estimation unit 123B may estimate a future position ofan object, assuming that the object performs a uniform accelerationmotion and a uniform jerk motion. For example, the future positionestimation unit 123B estimates a future position of an object in regardto future timing for each predetermined time or each movement of thehost vehicle M corresponding to one node ND in the forward movingdirection S. A time required when the host vehicle M moves as much asone grid in the forward moving direction S in an target course candidatedepends on a future speed change of the host vehicle M. However, forexample, the future position estimation unit 123B sets future timing,assuming that the host vehicle M makes arbitrary motions which can beestimated, such as a uniform speed motion, a uniform accelerationmotion, a uniform jerk motion, and a motion based on an estimated motionmodel calculated from a probability statistic model.

The evaluation unit 123C evaluates a plurality of routes. Each of theplurality of routes is generated by joining a plurality of edges ED. Forexample, the evaluation unit 123C evaluates all of the routes which canbe generated with combinations of the plurality of edges ED. Forexample, in the example of FIG. 4, the current position of the hostvehicle M corresponds to a node (2).

When no target lane is designated at a trailing end of the evaluationsection A1 in advance, all of a node (16), a node (17), and a node (18)can be final nodes ND (which will hereinafter be referred to as trailingend nodes). In this case, the evaluation unit 123C postulates acombination of all of the edges ED from the node (2) to the node (16), acombination of all of the edges ED from the node (2) to the node (17),and a combination of all of the edges ED from the node (2) to the node(18) and performs an evaluation based on the sum of costs for each edgeED in regard to all thereof. Examples of combinations of all of theedges ED from the node (2) to the node (16) include the edges (2, 1),(1, 4), (4, 7), (7, 10), (10, 13), and (13, 16), the edges (2, 5), (5,8), (8, 7), (7-10), (10, 13), and (13, 16), and the like. Here, “a casein which no target lane is designated in advance” may include a case inwhich although the “recommendation lane” described above is determined,the host vehicle M does not necessarily need to travel in therecommendation lane during controlling. Hereinafter, this state will besometimes referred to as “in free traveling”.

Meanwhile, when an target lane is designated at the trailing end of theevaluation section A1 in advance, the evaluation unit 123C postulates acombination of all of the edges ED from the node (2) to a trailing endnode corresponding to the target lane and performs an evaluation basedon the sum of costs for each edge ED in regard to all thereof. Forexample, “a case in which an target lane is designated in advance” is acase in which the host vehicle M needs to exit a main line to abifurcated road in order to be headed for a destination and travelswhile setting a lane on the bifurcated road side as an target lane. Itmay be considered as a case in which a bifurcating event or alane-change event has started.

Here, when a route generated by joining edges ED, rules such as“consecutively selected edges ED are connected to each other by a nodeND” and “there is no going back (for example, the host vehicle M doesnot move from a node (5) to the node (2) or does not move to the node(5) again after moving from the node (5) to the node (4)” are applied.

The evaluation unit 123C applies a cost to the edge ED based on a futureposition and the like of an object estimated by the future positionestimation unit 123B based on the position of the object recognized bythe exterior recognition unit 121. First, the evaluation unit 123C setsNG nodes in order to calculate the cost.

(Ng Node)

FIGS. 5 and 6 are views for describing a technique of setting NG nodes.In the description below, a “peripheral vehicle m” is described as arepresentative example of an “object”. In the drawings, a time t0 is thepoint of time (initial point of time) at which a target demarcation isset. In regard to future times t1, t2, and so on, it is assumed thatfuture positions of the host vehicle M and the peripheral vehicle m areestimated as described above. In regard to each of the times, an NG zoneis set around the peripheral vehicle m. Means for setting an NG zonewill be described below.

At the time t1, the representative point (for example, the centralportion of a front end portion related to a vehicle width direction) ofthe host vehicle M has not entered the NG zone. Therefore, the node (5)closest to the position of the host vehicle M at the time t1 does notbecome an NG node.

At the time t2, the representative point of the host vehicle M has notentered the NG zone. Therefore, a node (8) closest to the position ofthe host vehicle M at the time t2 does not become an NG node.

At a time t3, the representative point of the host vehicle M has enteredthe NG zone. Therefore, a node (11) closest to the position of the hostvehicle M at the time t3 becomes an NG node.

At a time t4, the representative point of the host vehicle M has enteredthe NG zone. Therefore, a node (14) closest to the position of the hostvehicle M at the time t4 becomes an NG node.

At a time t5, the representative point of the host vehicle M has enteredthe NG zone. Therefore, the node (17) closest to the position of thehost vehicle M at the time t5 becomes an NG node.

FIGS. 5 and 6 are described postulating that the host vehicle M travelsin the same lane. However, while postulating that the host vehicle Mmakes a lane change, determination is similarly performed with respectto the peripheral vehicle m present in a lane to which the host vehicleM has made a lane change. That is, all of the nodes ND are eachdetermined whether or not to be an NG node.

(Edge Cost Table)

The evaluation unit 123C applies a score to the edge ED by the techniquedescribed below. In order to describe the score applied to the edge ED,a concept of an edge cost table is introduced. The edge cost table maybe ensured as a layout in a RAM or the like or may be retained as datain a different form (for example, in the form of a list). In thedescription below, for convenience, processing of updating the edge costtable in stages is described. However, the evaluation unit 123C needonly perform processing similar thereto and may perform processing inany procedure.

FIG. 7 is a view illustrating an initial state of an edge cost table.The vertical and horizontal labels of the edge cost table indicate thenumbers of the nodes ND. The unit of each item in the edge cost table isthe distance indicated as “m”, for example. First, the evaluation unit123C sets sufficiently significant values for all combinations of edgesED. In the drawings, “e5” denotes “10 to fifth power”.

FIG. 8 is a view illustrating a state of a second stage of the edge costtable. The evaluation unit 123C sets a value (in the drawings, “dis”)corresponding to the distance of the edge ED for the edge ED whichconnects the adjacent nodes ND in the forward moving direction S or theroad width direction W.

FIG. 9 is a view illustrating a state of a third stage of the edge costtable. The evaluation unit 123C sets a relatively significant cost forthe edge ED connected to the NG node. In the example of FIGS. 5 and 6,the NG nodes are the nodes (11), (14), and (17). Therefore, a relativelysignificant cost is set for the edges (8, 11), (10, 11), and the likeconnected thereto. In the drawings, “e2” denotes “10 squared”.Therefore, “6e2” corresponds to 600 m. For example, 600 m is a valueclose to the length of the evaluation section A1. Accordingly, it ispossible to make the host vehicle M unlikely to enter the NG zone.

FIG. 10 is a view illustrating a state of a fourth stage of the edgecost table. The evaluation unit 123C sets a relatively small cost (forexample, “dis-a (fixed value)”) for the edge ED connected in the roadwidth direction W with respect to the nodes ND adjacent to the NG nodesrelated to the forward moving direction S. Accordingly, the host vehicleM is able to easily travel while avoiding the NG nodes. In the exampleof FIGS. 5 and 6, since the nodes (11), (14), and (17) are the NG nodes,the node (8) adjacent to the node (11) related to the forward movingdirection S corresponds thereto. In FIG. 10, relatively small costs areset for the edge (7, 8) and the edge (8, 9) connected in the road widthdirection W with respect to the node (8).

Summarizing the above, the size relationship of the cost set for theedge ED is indicated in the following order. The cost is not limited tothe following four types and may be adjusted based on a bias or the likewithin a lane of the peripheral vehicle m as described below.

<<Significant>>

(A) The edge ED connecting two nodes ND which are not adjacent to eachother

(B) The edge ED connected to the NG node

(C) The edge ED connecting two nodes ND which are adjacent to each otherand not corresponding to (B) or (C).

(D) The edge ED connected in the road width direction W with respect tothe nodes ND adjacent to the NG nodes related to the forward movingdirection S.

<<Small>>

When a cost is set for the edge ED, the evaluation unit 123C selects aroute in accordance with any of the followings. When being in freetraveling, the evaluation unit 123C calculates (evaluates) the sum ofthe costs of the edges ED configuring a route for all of the routes fromthe node (2) to all of the nodes ND ((16), (17), and (18) in the exampleof FIG. 4) at the trailing end of the evaluation section A1. A routehaving the least total cost is determined as the route in which the hostvehicle M ought to travel. However, when all of the calculated totalcosts are equal to or greater than a threshold value, the evaluationunit 123C determines that it is preferable to perform followingtraveling without performing passing or making a lane change.

Meanwhile, in a situation in which an target lane is designated inadvance, the evaluation unit 123C calculates (evaluates) the sum of thecosts of the edges ED configuring a route for all of the routes from thenode (2) to the node ND (goal node) corresponding to an target lane atthe trailing end of the evaluation section A1. A route having the leasttotal cost is determined as the route in which the host vehicle M oughtto travel. Similar to that described above, when all of the calculatedtotal costs are equal to or greater than the threshold value, theevaluation unit 123C determines that it is preferable to performfollowing traveling without performing passing or making a lane change.

FIG. 11 is a view illustrating an example of a route determined when agoal node is set to (16). As illustrated, the evaluation unit 123C makesa lane change from the node (8) before the node (11) (NG node) to thegoal node side and selects the route (pass-through nodes are (2), (5),(8), (7), (10), (13), and (16)) of traveling straight forward withoutany change.

If the route is determined by the evaluation unit 123C, the action plangeneration unit 123 generates a smooth curve which approaches each ofthe nodes ND on the determined route and is indicated by a splinefunction or the like. Then, the action plan generation unit 123 sets theabove-described course points on the curve. Accordingly, coursedetermination is generated based on route analysis. FIG. 12 is a viewillustrating an example of a curve C generated based on the route. The“curve” may include a straight line part.

(Calculation of NG Zone)

Here, a technique of setting an NG zone will be described. FIG. 13 is aview for describing the technique of setting an NG zone related to theforward moving direction S. In the description below, a speed of thehost vehicle is v_(ego), a speed of the peripheral vehicle m isv_(other), a margin distance is margin, and a first predetermined timeis t_(LC). For example, it is preferable that a value close to thelength of the host vehicle M in a front-rear direction be set as themargin distance margin. It is preferable that a value of approximatelytwo seconds be set as the first predetermined time t_(LC).

For example, the evaluation unit 123C calculates a length NG_(sf) of theNG zone on a side ahead of the peripheral vehicle m based on Expression(1) and calculates a length NG_(sr) of the NG zone on a side behind theperipheral vehicle m based on Expression (2). Here, a speed of the hostvehicle in the forward moving direction is v_(xego), and a speed of theperipheral vehicle m in the forward moving direction is v_(xother).NG _(sf) =v _(xother) ×t _(LC)+margin  (1)NG _(sr) =v _(xego) ×t _(LC)+margin  (2)

FIG. 14 is a view for describing the technique of setting an NG zonerelated to the road width direction W (phase 1). Here, a speed of thehost vehicle M in the road width direction is V_(yego), a speed of theperipheral vehicle m in the road width direction is v_(yother), avehicle width of the peripheral vehicle m is VW, a second predeterminedtime is t_(w), half the length of a lane width is CWH, and a front-reardirectional axis of the peripheral vehicle m is Cm.

((Case in which Host Vehicle and Peripheral Vehicle are in the SameLane))

(a) First, a case in which the speed of the peripheral vehicle m in theroad width direction is zero (or smaller than a criterion) will bedescribed. In this case, for example, the evaluation unit 123Ccalculates a width NG_(wl) of the NG zone on the left side seen from thefront-rear directional axis Cm of the peripheral vehicle m based onExpression (3) and calculates a width NG_(wr) of the NG zone on theright side seen from the front-rear directional axis Cm of theperipheral vehicle m based on Expression (4). For example, a constantvalue const matches half the length CWH of the lane width. A functionc(VW) indicates a tendency having the vehicle width VW of the peripheralvehicle m as a parameter and increasing when the vehicle width (VW)increases. FIG. 15 is a view illustrating an example of the functionc(VW). As illustrated, the function c(VW) indicates a constant valuewhen the vehicle width VW is less than the threshold value (for example,1.7 m). The function c(VW) has a tendency gradually increasing when thevehicle width VW exceeds the threshold value.NG _(wl) =c(VW)·const  (3)NG _(wr) =c(VW)·const  (4)

The function c(VW) having a tendency increasing in accordance with anincrease of the vehicle width VW of the peripheral vehicle m. Therefore,the evaluation unit 123C increases a cost to be applied to an edge onthe periphery of the peripheral vehicle m when the peripheral vehicle mis large in size.

(b) Next, a case in which the speed of the peripheral vehicle m in theroad width direction is not zero (or greater than the criterion) will bedescribed. In description of this paragraph, a case which will bedescribed in the next paragraph is omitted. FIG. 16 is a view fordescribing the technique of setting an NG zone related to the road widthdirection W (phase 2). In this case, for example, the evaluation unit123C calculates the width NG_(wl) of the NG zone on the left side seenfrom the front-rear directional axis Cm of the peripheral vehicle mbased on Expression (5) and calculates the width NG_(wr) of the NG zoneon the right side seen from the front-rear directional axis Cm of theperipheral vehicle m based on Expression (6). That is, the evaluationunit 123C may set the width NG_(wl) of the NG zone on a side to whichthe speed of the peripheral vehicle m in the road width direction iscaused, to be greater than the width NG_(wr) of the NG zone on theopposite side.NG _(wl) =c(VW)·max(|v _(y) _(other) |×t _(w),const)  (5)NG _(wr) =c(VW)·const  (6)

(c) Next, a case in which the speed of the host vehicle M in the roadwidth direction is not zero (or greater than the criterion), the speedof the peripheral vehicle m in the road width direction is not zero (orgreater than the criterion), and the speeds are caused in the samedirection will be described. Excluding the case described above, othercases may be classified into any of (a) and (b). FIG. 17 is a view fordescribing the technique of setting an NG zone related to the road widthdirection W (phase 3). In this case, for example, the evaluation unit123C calculates the width NG_(wl) of the NG zone on the left side seenfrom the front-rear directional axis Cm of the peripheral vehicle mbased on Expression (7) and calculates the width NG_(wr) of the NG zoneon the right side seen from the front-rear directional axis Cm of theperipheral vehicle m based on Expression (8). That is, the evaluationunit 123C may determine the width NG_(wl) of the NG zone on a side towhich the speed of the peripheral vehicle m in the road width directionis caused, based on the speed v_(yother) and may determine the widthNG_(wr) of the NG zone on the opposite side based on the speed v_(yego).NG _(wl) =c(VW)·max(|v _(y) _(other) |×t _(w),const)  (7)NG _(wr) =c(VW)·max(|v _(y) _(ego) |×t _(w),const)  (8)

Expressions (3) to (8) are established on the premise of a case in whichthe host vehicle M and the peripheral vehicle m are in the same lane,that is, a case in which a position y_(ego) of the host vehicle M in theroad width direction≈a position y_(other) of the peripheral vehicle m inthe road width direction. In addition to thereof, when the host vehicleM and the peripheral vehicle m are in different lanes, that is, wheny_(ego)≠y_(other), the evaluation unit 123C may perform a calculationdifferent from those based on Expressions (3) to (8).

((Case in which Host Vehicle and Peripheral Vehicle are in DifferentLanes))

In this case, (A) when the speeds of both the host vehicle M and theperipheral vehicle m in the road width direction are zero (or smallerthan the criterion), and (B) when one or both the host vehicle M and theperipheral vehicle m have speeds in the road width direction but thespeeds are in directions separated from each other, the evaluation unit123C may set NG_(wl)=NG_(wr)=c(VW)·const without particularlyconsidering the speed in the road width direction.

(C) Therefore, when the host vehicle M and the peripheral vehicle m arein different lanes, the evaluation unit 123C sets the width NG_(wl) andNG_(wr) of the NG zone as follows when any one or both of the hostvehicle M and the peripheral vehicle m have speeds in the road widthdirection and the speeds are in a direction in which the host vehicle Mand the peripheral vehicle m approach each other.

FIG. 18 is a view for describing the technique of setting an NG zonerelated to the road width direction W (phase 4). The illustrated exampleis an example of a case in which the speed v_(yego) of the host vehicleM in the road width direction=is zero and the speed Vy_(other) of theperipheral vehicle m in the road width direction has magnitude and iscaused in a direction toward the traveling lane of the host vehicle M,when the host vehicle M and the peripheral vehicle m are in differentlanes. In this case, for example, based on Expressions (9) and (10), theevaluation unit 123C calculates the widths NG_(wl) and NG_(wr) of the NGzone and sets the width NG_(wl) to be relatively significant compared toc(VW)·const.NG _(wl) =c(VW)·max(|v _(y) _(other) |×t _(w),const)  (9)NG _(wr) =c(VW)·const  (10)

FIG. 19 is a view for describing the technique of setting an NG zonerelated to the road width direction W (phase 5). The illustrated exampleis an example of a case in which the speed Vy_(other) of the peripheralvehicle m in the road width direction=zero and the speed v_(yego) of thehost vehicle M in the road width direction has magnitude and is causedin a direction toward the traveling lane of the peripheral vehicle m,when the host vehicle M and the peripheral vehicle m are in differentlanes. In this case, for example, based on Expressions (11) and (12),the evaluation unit 123C calculates the widths NG_(wl) and NG_(wr) ofthe NG zone and sets the width NG_(wr) to be relatively significantcompared to c(VW)·const.NG _(wl) =c(VW)·const  (11)NG _(wr) =c(VW)·max(|v _(y) _(ego) |×t _(w),const)  (12)

FIG. 20 is a view for describing the technique of setting an NG zonerelated to the road width direction W (phase 6). The illustrated exampleis an example of a case in which the speed Vy_(other) of the peripheralvehicle m in the road width direction and the speed v_(yego) of the hostvehicle M in the road width direction have magnitude and are caused in adirection in which the host vehicle M and the peripheral vehicle mapproach each other, when the host vehicle M and the peripheral vehiclem are in different lanes. In this case, for example, based onExpressions (13) and (14), the evaluation unit 123C calculates thewidths NG_(wl) and NG_(wr) of the NG zone and sets the width NG_(wl) tobe relatively significant compared to c(VW)·const.NG _(wl) =c(VW)·max(|v _(y) _(ego) |×t _(w),const)  (13)NG _(wr) =c(VW)·const  (14)

From the relationships of Expressions (1) to (14), it is understood thatthe relationship between the length NG_(sf) of the NG zone and thewidths NG_(wl) and NG_(wr) of the NG zone depends on an inclination(v_(yother)/v_(xother)) of the direction of the peripheral vehicle mwith respect to a road. Therefore, the evaluation unit 123C sets the NGzone based on an inclination of the direction of the peripheral vehiclem with respect to a road, thereby determining the cost.

The NG zone is also applied to the peripheral vehicle m present behindthe host vehicle M. That is, when the peripheral vehicle m approachesfrom behind at a speed higher than that of the host vehicle M, the hostvehicle M is controlled to make a lane change or to accelerate such thatthe host vehicle M is not caught up in the NG zone on a side ahead ofthe peripheral vehicle m.

According to the processing, it is possible to set an NG zone based on amotion along the road width direction W of the peripheral vehicle m, toset a high cost in regard to a location to which the peripheral vehiclem may make a lane change, and to determine a route in a direction nottraveling therein.

(Revision of Cost and Position of Node in Accordance with PositionalBias of Peripheral Vehicle)

FIG. 21 is a view for describing a revision of costs in accordance witha positional bias of a peripheral vehicle. As illustrated, when thefront-rear directional axis Cm of the peripheral vehicle m is estrangedfrom the central line of a lane and a deviation e_(w) is caused, theevaluation unit 123C revises the cost in an increment direction using avalue based on the deviation e_(w), with respect to the edges ED (in thedrawings, the edges (9, 12), (12, 15), and (15, 18)) on a lane on a sideto which the peripheral vehicle m leans. For example, the evaluationunit 123C revises the cost with respect to the corresponding edges ED byadding a correction value β indicated in Expression (15). In Expression,γ is an arbitrary coefficient.β=γ×e _(w) /CWH  (15)

According to the processing, it is possible to set a high cost in regardto a part in a cramped state due to the peripheral vehicle m which hasleaned thereto, and to determine a route in a direction not travelingtherein.

FIG. 22 is a view for describing a revision of positions of nodes inaccordance with the positional bias of the peripheral vehicle. Asillustrated, when the front-rear directional axis Cm of the peripheralvehicle m is estranged from the central line of the lane and thedeviation e_(w) is caused, and when the node ND on a lane on a side towhich the peripheral vehicle m leans satisfies the condition indicatedin Expression (16), the edge postulation unit 123A moves the position ofthe node ND to the same side as the deviation e_(w), for example, by thesame amount as the deviation e_(w). The value t_(c) in Expression is apredetermined value, and a catch-up time t_(overlap) is calculated byExpression (17). In Expression, D is a distance between therepresentative point of the host vehicle M and the representative pointof the peripheral vehicle m, and c is a very small value for preventingdivision by zero. The node ND satisfying Expression (16) is a node NDhaving a relationship in which the host vehicle M and the peripheralvehicle m approach each other equal to or closer than a predetermineddistance at timing when the host vehicle M arrives at the positionthereof.t _(overlap) −t _(c)≤(arrival time for host vehicle M to node)<t_(overlap) +t _(c)  (16)t _(overlap) =D/{max(|v _(xego) −v _(xother)|,ε)}  (17)(Processing Flow)

FIG. 23 is a flowchart illustrating an example of a flow of processingexecuted by the automated drive control unit 100. First, the exteriorrecognition unit 121 or the host vehicle position recognition unit 122recognizes peripheral circumstances of the host vehicle M (Step S100).

Next, the edge postulation unit 123A postulates nodes ND and edges ED inthe target section A1 (Step S102). Next, the edge postulation unit 123Adetermines whether or not any peripheral vehicle m leaning in the roadwidth direction W is present (Step S104). When a peripheral vehicle m ispresent, the edge postulation unit 123A revises the nodes ND and theedges ED (Step S106).

Next, the evaluation unit 123C sets NG nodes and an NG zone (Step S108)and applies costs to the edges ED (Step S110).

Next, the evaluation unit 123C determines whether or not the hostvehicle M is in free traveling (Step S112). When the host vehicle M isin free traveling, the evaluation unit 123C searches for all of theroutes leading to all of the trailing end nodes (Step S114). When not infree traveling, the evaluation unit 123C searches for all of the routesleading to the trailing end node corresponding to an target lane (StepS116). The evaluation unit 123C selects a route having the lowest totalcost (Step S118) and determines whether or not the total cost of theselected route is equal to or greater than the threshold value (StepS120). When the total cost of the selected route is less than thethreshold value, the action plan generation unit 123 generates a coursebased on the route selected in Step S118 (Step S122). Meanwhile, whenthe total cost of the selected route is equal to or greater than thethreshold value, the action plan generation unit 123 determines toperform following traveling (Step S124).

(Simulation Result)

The inventor of this application has performed a simulation in which thefunctions of the embodiment described above are reproduced in acomputer. The simulation result is as follows.

FIGS. 24 and 25 are views illustrating a state in which the host vehicleM makes a lane change to pass the peripheral vehicle m ahead. At a timeT0, a peripheral vehicle m1 is present in the same lane and a peripheralvehicle m2 is present in a lane on the right side ahead of the hostvehicle M. Since the speeds of the peripheral vehicles m1 and m2 arelower than the speed of the host vehicle M, the NG nodes are set atplaces the host vehicle M is estimated to approach. As a result, theevaluation unit 123C determines that a route of making a lane change tothe left side has the lowest total cost and generates a route asillustrated. The traveling control unit 141 generates a course based onthe generated route. As a result, the host vehicle M starts to turn tothe left at around times T2 to T3 and completes a lane change to thelane on the left side at a time T6. Consequently, the host vehicle M canpass the peripheral vehicles m1 and m2 ahead by traveling straightforward without any change.

FIGS. 26 and 27 are views illustrating a state in which the host vehicleM makes two lane changes to pass the peripheral vehicle m ahead. At thetime T0, a peripheral vehicle m3 is present in the same lane and aperipheral vehicle m4 is present in the middle lane ahead of the hostvehicle M traveling the lane on the left side. Since the speeds of theperipheral vehicles m3 and m4 are lower than the speed of the hostvehicle M, the NG nodes are set at places the host vehicle M isestimated to approach. As a result, the evaluation unit 123C causes thehost vehicle M to make a lane change to the middle lane. Subsequently,the evaluation unit 123C determines that a route of making a lane changeto the lane on the right side has the lowest total cost and generates aroute as illustrated. The traveling control unit 141 generates a coursebased on the generated route. As a result, the host vehicle M starts toturn to the right at around the time T1 and completes a lane change tothe middle lane at the time T4. Moreover, the host vehicle M continuesto turn to the right and completes a lane change to the lane on theright side at the time T7. The host vehicle M can pass the peripheralvehicles m3 and m4 ahead by traveling straight forward without anychange.

FIGS. 28 and 29 are views illustrating a state in which the host vehicleM clears the way for the peripheral vehicle m approaching from behind.At the time T0, a peripheral vehicle m6 is present in the same lane anda peripheral vehicle m5 is present in the lane on the left side (in thedrawings, the peripheral vehicle m5 is not shown but is assumed to berecognized by the exterior recognition unit 121) behind the host vehicleM traveling the lane on the right side. Since the speed of theperipheral vehicle m6 is higher than the speed of the host vehicle M,the NG node is set at a place the peripheral vehicle m6 is estimated tocatch up the host vehicle M. As a result, the evaluation unit 123Cdetermines that a route of making a lane change to the middle lane hasthe lowest total cost and generates a route as illustrated. Thetraveling control unit 141 generates a course based on the generatedroute. As a result, the host vehicle M starts to turn to the left ataround the time T4 and completes a lane change to the middle lane at thetime T7. As a result, the peripheral vehicle m6 can pass the hostvehicle M ahead by traveling straight forward without any change.

According to the vehicle system 1 (route determination device) of theembodiment, it is possible to determine a route more quickly andappropriately by recognizing peripheral circumstances of the hostvehicle M and evaluating the route generated by joining the edgesconnecting the virtual nodes which are located with space in each of theforward moving direction and the road width direction on a side in theforward moving direction of the host vehicle M, based on the sum ofcosts applied to the edges based on peripheral circumstances of the hostvehicle.

As illustrated in FIG. 4, the embodiment has been described with theexample in which the nodes ND are located in a grid shape. However, theembodiment is not limited thereto. The node ND need only be located withspace in each of the forward moving direction and the road widthdirection, and may be located in any arrangement. FIG. 30 is a viewillustrating another example of an arrangement of the nodes ND and theedges ED.

Hereinabove, a form of executing the present invention has beendescribed using the embodiment. However, the present invention is notlimited to such an embodiment in any events, and various changes andreplacements may be added within a range not departing from the gist ofthe present invention.

While preferred embodiments of the invention have been described andillustrated above, it should be understood that these are exemplary ofthe invention and are not to be considered as limiting. Additions,omissions, substitutions, and other modifications can be made withoutdeparting from the spirit or scope of the present invention.Accordingly, the invention is not to be considered as being limited bythe foregoing description, and is only limited by the scope of theappended claims.

What is claimed is:
 1. A route determination device comprising aprocessor configured to: recognize peripheral circumstances of a hostvehicle; evaluate each of a plurality of routes based on a sum of costsrespectively applied to a plurality of edges based on the peripheralcircumstances of the host vehicle; select one or more routes from theplurality of routes based on an evaluation result, each of the pluralityof routes being generated by joining at least two edges of the pluralityof edges, and each of the plurality of edges being generated byconnecting two adjacent virtual nodes among a plurality of virtualnodes, virtual nodes of the plurality of virtual nodes being located apredetermined distance from adjacent virtual nodes of the plurality ofvirtual nodes in each of a forward moving direction and a road widthdirection; recognize a position of an object on a periphery of the hostvehicle; and increase a cost to be applied to an edge corresponding toanother lane on a side toward which the object is biased, in a case thatthe position of the object recognized by the recognition unit is biasedfrom a center of a lane, for evaluating each of a plurality of routes.2. The route determination device according to claim 1, wherein theplurality of virtual nodes are located for each lane in the road widthdirection.
 3. The route determination device according to claim 1,wherein the processor individually evaluates one or more routes in whichthe host vehicle is able to arrive at a target lane at a trailing end ofan evaluation section in a case that the target lane at the trailing endof the evaluation section is set.
 4. A vehicle control devicecomprising: the route determination device according to claim 1; and adriving control unit that controls the host vehicle to move based on aroute selected by the evaluation unit of the route determination device.5. A route determination device comprising a processor configured to:recognize peripheral circumstances of a host vehicle; evaluate each of aplurality of routes based on a sum of costs respectively applied to aplurality of edges based on the peripheral circumstances of the hostvehicle; select one or more routes from the plurality of routes based onan evaluation result, each of the plurality of routes being generated byjoining at least two edges of the plurality of edges, and each of theplurality of edges being generated by connecting two adjacent virtualnodes among a plurality of virtual nodes, virtual nodes of the pluralityof virtual nodes being located a predetermined distance from adjacentvirtual nodes of the plurality of virtual nodes in each of a forwardmoving direction and a road width direction; recognize a position and astate of an object on a periphery of the host vehicle, estimate a futureposition of the object based on the position and the state of theobject; and apply a cost to each of the plurality of edges based on thefuture position of the object for evaluating each of a plurality ofroutes.
 6. The route determination device according to claim 5, whereinthe plurality of virtual nodes are located for each lane in the roadwidth direction.
 7. The route determination device according to claim 5,wherein the processor individually evaluates one or more routes in whichthe host vehicle is able to arrive at an a target lane at a trailing endof an evaluation section in a case that the target lane at the trailingend of the evaluation section is set.
 8. A vehicle control devicecomprising: the route determination device according to claim 5; and adriving control unit that controls the host vehicle to move based on aroute selected by the evaluation unit of the route determination device.9. A route determination device comprising a processor configured to:recognize peripheral circumstances of a host vehicle; evaluate each of aplurality of routes based on a sum of costs respectively applied to aplurality of edges based on the peripheral circumstances of the hostvehicle; select one or more routes from the plurality of routes based onan evaluation result, each of the plurality of routes being generated byjoining at least two edges of the plurality of edges, and each of theplurality of edges being generated by connecting two adjacent virtualnodes among a plurality of virtual nodes, virtual nodes of the pluralityof virtual nodes being located a predetermined distance from adjacentvirtual nodes of the plurality of virtual nodes in each of a forwardmoving direction and a road width direction; and determine that the hostvehicle is to follow a preceding vehicle in a case that a sum of thecosts of all of the plurality of routes exceeds a criterion.
 10. Avehicle control device comprising: the route determination deviceaccording to claim 9; and a driving control unit that controls the hostvehicle to move based on a route selected by the evaluation unit of theroute determination device.
 11. A route determination device comprisinga processor configured to: recognize peripheral circumstances of a hostvehicle; evaluate each of a plurality of routes based on a sum of costsrespectively applied to a plurality of edges based on the peripheralcircumstances of the host vehicle; select one or more routes from theplurality of routes based on an evaluation result, each of the pluralityof routes being generated by joining at least two edges of the pluralityof edges, and each of the plurality of edges being generated byconnecting two adjacent virtual nodes among a plurality of virtualnodes, virtual nodes of the plurality of virtual nodes being located apredetermined distance from adjacent virtual nodes of the plurality ofvirtual nodes in each of a forward moving direction and a road widthdirection; recognize a position and a size of an object on a peripheryof the host vehicle; and increase a cost to be applied to an edge on theperiphery of the object in proportion to an increase in a width of therecognized object.
 12. A vehicle control device comprising: the routedetermination device according to claim 11; and a driving control unitthat controls the host vehicle to move based on a route selected by theevaluation unit of the route determination device.
 13. A routedetermination device comprising a processor configured to: recognizeperipheral circumstances of a host vehicle; evaluate each of a pluralityof routes based on a sum of costs respectively applied to a plurality ofedges based on the peripheral circumstances of the host vehicle; selectone or more routes from the plurality of routes based on an evaluationresult, each of the plurality of routes being generated by joining atleast two edges of the plurality of edges, and each of the plurality ofedges being generated by connecting two adjacent virtual nodes among aplurality of virtual nodes, virtual nodes of the plurality of virtualnodes being located a predetermined distance from adjacent virtual nodesof the plurality of virtual nodes in each of a forward moving directionand a road width direction; recognize a direction in which an object ona periphery of the host vehicle moves; and determine a cost to beapplied to an edge on the periphery of the object, based on thedirection.
 14. A vehicle control device comprising: the routedetermination device according to claim 13; and a driving control unitthat controls the host vehicle to move based on a route selected by theevaluation unit of the route determination device.
 15. A routedetermination method using a computer mounted in a host vehicle,comprising: recognizing peripheral circumstances of the host vehicle;evaluating each of a plurality of routes based on a sum of costsrespectively applied to a plurality of edges based on the peripheralcircumstances of the host vehicle; and selecting one or more routes fromthe plurality of routes based on an evaluation result, each of theplurality of routes being generated by joining at least two edges of theplurality of edges, and each of the plurality of edges being generatedby connecting two adjacent virtual nodes among a plurality of virtualnodes, virtual nodes of the plurality of virtual nodes being located apredefined distance from one another in each of a forward movingdirection and a road width direction, wherein the recognizing includesrecognizing a position and a state of an object on a periphery of thehost vehicle, and the evaluating includes applying a cost to each of theplurality of edges based on the future position of the object forevaluating each of a plurality of routes.
 16. A non-transitorycomputer-readable storage medium which stores a program for causing acomputer mounted in a host vehicle: to recognize peripheralcircumstances of the host vehicle; to evaluate each of a plurality ofroutes based on a sum of costs respectively applied to a plurality ofedges based on the peripheral circumstances of the host vehicle; and toselect one or more routes from the plurality of routes based on anevaluation result, each of the plurality of routes being generated byjoining at least two edges of the plurality of edges, and each of theplurality of edges being generated by connecting two adjacent virtualnodes among a plurality of virtual nodes, the plurality of virtual nodesbeing located a predetermined distance from one another in each of aforward moving direction and a road width direction, wherein therecognition includes recognizing a position and a state of an object ona periphery of the host vehicle, and the evaluation includes applying acost to each of the plurality of edges based on the future position ofthe object for evaluating each of a plurality of routes.